Ned Gravel

As well, Pep Boys and other hardware stores stock "Mechanix" type of gloves (also called non-contact gloves). Allows you to feel but keeps some of the chill off your hands.

Ah.... those were the days. HP 8510 C. 100 dB across the shield (30 MHz - 3 GHz). Finger stock on the doors that needed replacing every four months. FCC Part 15 and three letter agencies. Followed by testing at the OAS. Long time ago.

All good except for electric gear. Bo Ow. Lac Bena. Melo Boo. (three different languages to express the idea of "not needed") Not even close. ...Sorry... could not help it. I love my manual J bar....

+1 for the MAPA PPP course. GREAT COURSE.

I had the same issue for many years. First, no shoulder belts and no problem. Buckle is out of the way of the travelling bar. But it is not really a very safe setup for the people in the seat. So in my first year of ownership we bought the kits from from Alpha aviation with the shoulder harnesses and I was always having to relatch something on the downwind or prior to the FAF. Bad setup but doable in all but the worst approach conditions. Five years ago we bought these replacement kits. http://alphaaviation.com/belts-new-install-stc/mooney/. No problem at all now.

I am with Mike on this. Those are my only real non-starters. Since you can now do more, you have the opportunity to exercise the best learning license in GA. Congrats Buttercup......

It is on mine too. I used to live a life (career) where we always had to be ready for the worst possible outcomes where the penalty for failure could mean the ultimate sacrifice. That view has served me well as a pilot. The people in my aircraft can be part of the solution. If I believe, in the slightest, that they can only be part of the problem, I will find a gentle way to not take them into the "wild" blue yonder. Otherwise, they get briefed. I once convinced my driver that morning physical training (PT) was important because the reason I did PT with the troop every morning was to make sure that if we hit a landmine, I could haul his sorry ass the 500 meters or so to an aid station to try and save his life. And by the way, would he mind doing the same training for the same reason? He never missed a PT session after that. The lesson here? Motivated people can help solve problems. If they are prepared, it is easier to do what is needed. Just my 2 cents.

I am with Yves on this issue. My pre-heat is a bit different but it gives similar results. I have a Reiff plug in set of heaters on the engine and the oil sump that take no more than one hour to get temps up to close to 60 deg. The biggest headache in winter flying is making sure the tie down spot is sufficiently clear to allow the airplane to get pulled out or pushed back. That can take at least an hour.

Oops. Sorry. I thought you were referring to something else. I get it now. The right hand slider allows the user to select the altitude of interest to determine the icing display for that altitude. Senior moment......

That is because I have my glide distance activated but these pictures were taken on the ground. The little red warning is that this function will not work below 200".

There are two presentations. The first is on the main drop-down menu on the maps tab - the one where you select which charts you want displayed. The right hand column of that tab shows an "Icing (US)" selection and an "Icing (Global)" selection. See first pic below. Next, under the Imagery Tab (along the bottom) between "Documents" tab and "Flights" tab - look for either the "USA" or "Global" tab at the bottom of the types of images it will present to you. You will find icing images prepared by the appropriate national weather forecasting agency. See second pic below This help?

That is me too. Gear up (less than 2 seconds on a manual J bar) as soon as establishing positive rate and runway no longer a factor. Flaps up when I am no longer worried about where to put it down if the engine quits (normally 1000' AGL).

I am a bit conservative. Altitude is life. 1000' AGL @ 95 mph is when I bring the flaps up. 95 mph is the minimum cooling speed for my IO-360. Note that this leaves me only 5 mph before I am beyond the white arc. When I met Norman Howell this summer, he talked about his Master's Thesis and the "optimum" climb speed. For my E model, it is about 130 mph (~110 kts), so no flaps at that speed in my Mooney. What that speed does is get a plane to its destination quicker (winds aloft not being considered). What it does not do is get you to 1000' AGL in a hurry. So good knowledge from Norman, but no change in current procedure.

I built one for mine at Clarence's this past summer during the annual. Big key ring at the end of 8" of flexible wire that pulls the latch from the inside.

Wow. That is steep. It cost me $30.00 to fill mine in Oshkosh during Airventure two years ago at Basler.

Just as an aside, I also keep an ICON A6 in my flight bag with Li-Ion batteries fully charged, from the charger on my desk at home. From this discussion, I have recognised that it might also serve as a method of requesting assistance on Guard or the frequency used by overflying aircraft. Although I spent twenty years in the Signal Corps, I appear to have forgotten that cell phones are not the only way to speak live to another person while alone in the woods. Thanks.

Khedri: Sorry, misunderstanding here. I think the survival kit is needed where you fly. I carry mine when flying to Rocktown from Ottawa. Or to North Bay, or Timmins. I was just suggesting that a firearm might not. (Bear persuader)

Khedri: My friend from across the Ottawa river and I do not necessarily agree on this. I have lived in the bush as part of my earlier career and I grew up in North Bay (about 3.5 hours north of you on Hwy 11 by car). My first emergency addition was a current ELT to replace the 121.5. Best emergency investment you can make. Until then, get a SPOT or a personal locator beacon. With 121.5, it will take at least five hours for the folks from the Rescue Coordination Center (in Trenton, or Halifax, or the ones west of Ontario) to coordinate a mission to find you (not a lot of resolution from 2 satellite passes in 6 hours - if that even works any more). On a 406 MHz device, it will take 20 minutes to locate you and dispatch a crew to the location. From then on, it is just a matter of being found - they already have a good idea of your location. Second, if you do not have it, get some training in how to use the stuff you have purchased. It may mean restocking some items you may use. If you already know and have lived in the bush in winter, there is not much you need to learn. I helped mount some training here at our flying club about 11 years ago and we spent the night in the bush, with only the things in our survival kits. Two pics attached. Mine is the pack in the middle (ie: meant for schlepping around leaving my hands free). You can see that some folks brought more than they would ever load into their plane (sheeesh). Third, the best advice you will get from anyone is to not move from the crash site. Lotsa reasons for that. The site is more visible than you are. The ELT is there. If you can enhance the site's visibility with a signalling mirror, flares, fluorescent tape, a fire, or some way of writing something in the snow or on the ground that can be seen from a distance, it will help. Our club runs civil air search and rescue (CASARA) exercises about four times a year. The US equivalent is the civil air patrol (CAP). Both organisations are dedicated to helping the system find you. Both are part of the system to find you. The only other consideration is what to do if you are injured. If injured you will have to understand that stopping the bleeding, keeping warm, and treating for shock are your three most important activities. You have a good first aid kit, but I would also get a little handbook called the SAS Survivor's guide. See https://www.washingtonpost.com/entertainment/books/book-review-sas-survival-handbook-third-edition-by-john-lofty-wiseman/2014/12/23/0c9d3e8c-8476-11e4-a702-fa31ff4ae98e_story.html?utm_term=.4bc51f7ae485. Full of little hints on what to look for and how to make use of things we might not consider readily available - even when injured - without turning into a survivalist. There is one other member of Mooneyspace that flies a Bravo from Newfoundland to Edmonton. You can imaging the country he crosses if you look at the great circle nav routes this involves. He carries a "brown bear" / "white bear" discourager. Not a bad idea if flying in the mostly uncontrolled airspace of our great white north - but not really necessary at all in the US or within controlled airspace. I think you are doing the right thing for the right reasons. Good luck.

Ya, right............

This is why crossing Lake Michigan is possible at 12,000’ without life jackets at the 45 nm crossing between Sheboygan and Little Sable Point. At no point would we be beyond gliding to shore.

Scott: Isn't the red box from 50 LOP to 50 ROP at or below 7500' when you are pulling more than 70% power?

Me too.

Well done Chris: The day after I ground looped our Arrow some 120 nm from home, I spent an hour with each of four instructors at my home drome the following day for the same reason. I still spent a year and a half blaming myself for the loss and I hope you do not do this. It turns out the insurance company determined a gear failure but still my fault for flying it at colder than minus 25 Celsius. One of the reasons I bought a J-bar Mooney.

Well a Screamin' Eagle may even be a step up from Marvin K Mooney.

Mimi bought an Ultra?